Train-stopping mechanism



Oct. 26 ,-1926. 1,504,554

R. S. CECERQ TRAIN' STOPPING MECHANISM Filed May 16. 1925 2 Sheets-Sheet 1 W'SW gwoenkm 1,604,564 R. 5. CECERO TRAIN, STOPPING MECHANISM Filed May 16, 1925. 2 Sheets-Sheet 2 Patented @ct. 26, 1926.

UNITED srarss PATENT} a.

RALPH S. GECERO, F WATERBURY, CONNECTICUT.

TRAIN-STOPPING MECHANISM.

Application filed. May 16, 1925. Serial No. 30,858.

This invention relates to train control mechanism and more particularly to amechanism mounted upon the steam locomotive, for quickly operating rail gripping brake shoes or causing the energization of electrois a further object to utilize the steam pres sure generated for propelling the engine, for operating a small electric generator for supplying energy to a plurality of electromagnets suitably arranged on the locomotive to cooperate with the rails.

l Vith these and other objects in view,

invention consists in the novel features of construction, combination of arrangement of parts, as will be hereinafter referred to and more particularly pointed out in the specification and claim.

In the drawings,--

Figure 1 is a side elevation of a locomotive illustrating the application of my in vention thereto; 9

Figure 2 is a diagram of the electrical circuit for the electromagnets;

Figure 3 is a side elevation of one of the steam operated rail gripping devices;

Figure 4 is a vertical section on the line 4-4 of Figure 3;

Figure 5 is a view, partly in side eleva- 41) tion and partly in section of the motor generator unit and locomotive steam dome;

Figure 6 is an end elevation of the motor generator unit; and

Figure 7 is a detail side elevation of one of the electromagnets, and illustrating its relation to one of the track rails.

Referring now more particularly to the accompanying drawings by numerals of reference, 1 designates a steam locomotive, adapted to travel upon ra1ls 2, all of which may be of conventlonal form.

rranged upon each side of the locomotive, and supported upon the framework thereof, by means of brackets 3, are a pair of steam cylinders 4, within each of which is adapted to reciprocate a piston 5, the rod keyed to the same shaft 27.

plied to the turbine from the steam dome,

6 of which extends through a suitable stuffing box 7 and on its lower end carries a fixed rail engaging brake shoe 8, which, as shown in Figure 4, is provided with a groove 9, conforming to the face of the tread of the rail 2, with which it cooperates.

Each of the cylinders, above its piston, is in communication with the steam dome 10 of the locomotive, through pipes 11 and 12, the latter being provided with valves 13 controllable from within the cab 14, through a rod or cable 15.

Operating in conjunction with the steam operated rail gripping brake shoes 8, are a plurality of electromagnets 16, suitably arranged upon each side of the locomotive, and if necessary, the tender 1?, and positioned directly above the rails, but slightly spaced therefrom.

The several electromagnets 16 may be of any well known type, each including the winding 18 and core 19, supported by but insulated as at 20, from a hanger bracket '21 secured to the locomotive or tender frame.

The several electromagnets 16 are connected in series in a circuit, including a generator 22, and conductor 23, a switch 24, convenient to the engineer, serving to open or close the circuitas the case may be.

The generator 22 is a part of a motor generator set, the motor beinghere shown in the form of a steam turbine 25, mounted upon the same base 26 proximity to the steam dome 10, and the rotors of both generator and turbine being Steam is sup through a pipe 28, a valve 29 in which is operable from the cab by a rod or cable 30.

Assuming that the locomotive is in motion, and that it is necessary to suddenly bring the locomotive to a stop, it being of course assumed that the brake shoes 8 are retracted and the electromagnets 16, deenergized. Opening of valve 13 in steam pipe 12, permits steam to pass into the several cylinders above the pistons forcing them downwardly into engagement with the rails 2. Simultaneously, the switch 24 in the electromagnet circuit may be closed, and generator 22 being constantly rotated by turbine 25, will cause the electromagnets to be energized, and the latter being in close proximity to the rails, the latter, acting as an armature with the generator i and being supported upon the locomotive in will produce a magnetic drag, and assist the steam operated brake shoes in bringing the locomotive and its train to a stop. It is to be understood that the magnetic and vsteam operated brakes may be operated independently or provision, such as a unitary control for operating them simultaneously or even successively through a single operating de vice. It will be observed that no Wheel brakes are used upon the locomotive. The arrangement is such that the lifting action of the shoes When applied to the rail is counter-acted by the lowering action ofthe drag brake at a point between the driving Wheels. Therefore, the shoes cannot lift the driving wheels off of the rails and consequently, should the engine bereverset, the driving Wheels may also serve as a brake means for the locomotive.

From the foregoing description of the construction of my improved apparatus, it will be seen that I have provided a simple, inexpensive and efficient means for carrying out the objects of the'invention, and While I have particularly described the elements best adapted to perform the functions set forth, it is obvious that various changes in form, proportion, and in the minor details of construction may be resorted to, without departing from the spirit or sacrificing any of the principles of the invention.

Having described my invention, What I claim as new and desire to protect by Letters Patent is A brake for a rail riding locomotive havacted by the lowering tendency of the drag brake when the shoes and the dra brake b are simultaneously applied.

In testimony whereof, I affix my signature.

RALPH S= GEGERO. 

